Carburetor for internal combustion engines



, Nov. 8, 1932. v, BURAGLIA 1,886,787

CARBUBETOR FOR INTERNAL COMBUSTION ENGINES v Filed Nov. 14, 1931 4 Sheets-Sheet 1 INVENTOR. Vicente Bvrzy/M A TTORNE Y.

NOV. 8, 1932. v BURAL|A 1,886,787

CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed Nov. 14, 1951 4 Sheets-Sheet 2 @WK 4 a G- ATTORNEY.

Nov. 8, 1932. v. BURAGLIA CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed NOV. 14, 1931 4 SheetsSheet 5 I INVENTOR.

Vz'aeme B ATTORNEY Nov. 8, 1932. v. "BURAGLIA' 1,885,787

. CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed Nov. 14, 1931 4 Sheets-Sheet 4 5% 6? LWM QMW Patented Nov. 8, 1932 UNITED srAras PATENT? OFFICE f VICENTE BURAGLLA, OF BOGOTA, COLOMBIA OABBUEETOR FOR INTERNAL COMBUSTIOIQ A Application filed November 14, 1931, Serial No. 575,128, and in Colombia Kay 20, 1931.

This invention refers to improvements in carburetors for gasoline, oil derived fuel, and generally gas fuel engines, and moreparticularly to improvements in such carburetors as have been used for years in motor cars of the best known and most popular'makes in Europe and North and South America. This invention is covered in the Republic of Golombia by Colombian Patent No. 2830 dated July 30, 1931, issued for a term of ten years in favor of the undersigned.

One of the purposes of my invention is to provide a simple construction carburetor, which due to the small number of its constituout parts is very economical'in cost, very easy to handle and control, and not subject to frequent disturbances in its operation. Other main purposes of this invention are to provide a carburetor adaptable to a great numher of the best known automobile motors without need of special arrangements in each case, as also a carburetor having among its distinctive features a new type of jet, different from all other devices of this sort known to date, which 'ves a very complete, compact, and perfect y well gasified fuel mixture, consequently resulting in a saving of fuel, without impairment to the power or the normal performance of the engine, what 80 ever type of engine is used.

With reference to the attached draw- Fig. 1 is a front elevation in section of the carburetor;

Fig. 2 is a side elevation in section of the carburetor;

Fig. 3 is a section plane of the carburetor, seen from above; Fig. 4 shows the air choke in detail;

Fig. 5 shows the diaphragm in detail, seen from above;

Fig. 6 shows a ring or clamp to join the separate main parts of the carburetor.

Figure 7 is an elevation of the device, as adapted for updraft carburation, in which the heater tube is clearly shown.

Figure 8 illustrates, in conjunction with filgile 7, the regulating-screw for the throte In the carburetor herein described the gasoline, or other appropriate fuel as supplied by the tank or reservoir usually annexed to the engine, passes through nipple 1 and then. through filter 2; thence, under control by valve 3 which is moved by float 14, it flows into float chamber 15, where its level 13 may be regulated, with engine in motion, by means of a nut 9 preferably made of aluminum and, in a round shape with grooves on its circular side for hand regulation. Said nut 9 has 00 four notches 10 on its side facing the float 14. The float 14 carries along its axis a hole or channel, oval in shape, through which passes bolt 8 of the lever which opens and closes the fuel supply control valve 3. The purpose of the oval shape of both channel and bolt is to prevent the float from revolving as the engine or the vehicle move thus throwing the nut 9 out of adjustment. Underneath the float 14 there is a small spring 7, preferably helical in form, the upwards thrust of which maintains the float 14 in closed contact with the nut 9 so that the four embossments 11 which are found on the upper side of the float enter into and adjust themselves with said notches 10 of nut 9. The gasoline, or other fuel, passes from float chamber 15 to absorption chamber 34 through conduit 16 placed a little above the bottom of the float chamber in order to avoid the passing of any sediments that the gasoline or other fuel may contain, entering absorption chamber through 33. As the engine sets in motion the fuel is sucked through .borings 38 of hollow spindle or et 39. Said boring 38 opens conically on the fuel entrance end 35 through passage 37, connectingwith the cone in register 27 thereby closing absorption chamber 34. The cone of said register 27 penetrates within the inverted cone 35 of jet 39 by three or four millimeters and is so constructed that when register 2% fully sets it leaves jet 39 just free of pressure allowing it to revolve smoothly, the space left in between being so negligible and consequently the amount of air, if any, that could pass therethrough being so small, that no hindrance is caused to the flowing of gasoline, or other fuel, into the absorption chamber. The absorption chamber communicates with conduit 52 at the end of which is a regulating branch passage 49 connected with a. pipe 52, preferably of copper or brass, of suitable gauge and length, which is wound along almost its entire length around the exhaust pipe or manifold. The purpose of such Winding is to obtained, and the mixing of such warm air with the gasoline or other fuel within the boring of the jet results in a better gasification of the fuel, a betterperformance of the engine, and a greater economy in fuel.

This carburetor comprises a revolving jet, absolutely different from-those of all other carburetors. It is a new device consisting in a small hollow spindle 39 passing through a butterfly preferably made of aluminum 22, and mounted by its two ends on ball bearings 36 fixed to the lnner sides'of mixing chamber 21. The cold air inlet 24, and the outlet 23 for the mixture entering the engine are so arranged that when the engine begins to operate the air stream sucked along conduit 24, before getting to mixing chamber 21, meets diaphragm 56, which serves two main purposes, namely, to regulate the amount of air necessary to obtain a satisfactory mixture according to the type or requirements of the engine or motor used, and to agitate the incoming air into a storm which throws itself violently against the wings of butterfl 22 in chamber 21, and revolves that butter y at considerable speed together with jet 39, the latter assin g through and bein fixed to the butter y and rotating on the two ball bearings 36 above mentioned. As shown in Fig. 5, the diaphragm 56 is preferably provided with a main body portion adapted to slide transversely acrossthe throat I, and is provided at its leading edge with fork like guides coop erating with suitable guide walls along the wall of the throat I. As shown in Fig. 2, the

diaphragm is attached to the nut 55, which in turn is adapted to be threaded on the bolt 53, secured in any desired manner as by threading in the throat I, the bolt 55 being secured in its adjusted position by means-of the lock nut 53. This main jet has a boring or channel 37 ending towards the center of the jet spindle by inlets 38 situated each, between the wings of butterfly 22.

As thethrottle opens to accelerate the motor, the latter sucks the fuel flowing through holes or outlets 38 in the jet, and the fuel is forthwith caught by the wings of butterfly 22 and forcibly mixed with air in. mixing chamber 21. The higher the speed of the motor, the greater the number of revolutions of butterfly 22, the speedthereofbeinglikely to reach tremendous proportions. The wings of butterfly 22 carry a number of o enings 40, irregularly placed so that the mlxed gas filling the mixing chamber is still more thoroughly mixed as the butterfly revolves and makes the gas pass through said openings by these means a more uniform, complete, and balanced mixture is obtained. Of course the mixing butterfly 22 may carry any desirable number of wings, according to the use to which the carburetor is This carburetor comprises further a fuel saving device, consisting of a needle valve 26 by means of which the intake of fuel by the main jet within'chamber 34 may be regulated. This needle valve is partly covered by an outside thread running in register 27. The point of this needle is conical in form and enters into absorption chamber 34, so that by screwing or unscrewing the needle, the valve thus formed closes or opens respectively thereby permitting to regulate just the necessary amount of fuel for the proper operation and performance of the engine. The unthreaded portion of this needle is protected by a gasket 31 to avoid any leaking of fuel. To the end of said needle a lever 28 is applied, which .may be fixed to the needle at will by means of a screw. The regulation of this saving device may be preferably carried out as follows: The engine is started and allowed to run until normally warm; then needle 26 is slowly screwed in until it sets; the engine is then accelerated and most probablyit will stop; the engine is again started and needle 26 is slowly unscrewed, accelerating the engine at the same time, until the desired performance of the engine is reached. It must be borne in mind that the pitch of the thread in valve needle 26 has a direct bearing upon the amount of screwing or unscrewingnecessary for this adjustment, and conse= quently the larger such pitch the greater the range for adjustment. Once the desired adjustment is found, lever 28 is fixed by means of the screw holding the needle. This lever will then be in open position and thus maintained by stop screw 48, against which it may be forced by the thrust'of a small spring as 29, for instance. When desired to have it operate and save fuel, it may be pulled back from the instrument board by means, of a wire similar to the generally known devices now used in connection with the choke or the throttle of other carburetors.

At air inlet 24 is a choke or throttle 58 governed by an adjustable governing device such as a spring or a lever with counterweight as shown at 61 by way of example. This throttle is held shut but as the engine is started it opens and lets in the necessary amount of air to obtain a proper fuel mixture. This device acts as the ordinary choke of carburetors by means of a lever 65 controlled from the instrument board by a wire or cable of the type known for similar purposes. This lever is fixed to the upper part of the carburetor (see Fig. 4) by its own spindle, which has the end entering into the body of the carburetor surrounded by a case through which passes screw 66 which prevents the lever from falling out due to vibration. Lever carries a screw 64 to hold the wire from the board by means of which it is possible to keep the choke shut as the engine is started and it is desirable to have the engine suck a rich mixture to assure operation when cold. The lever has a small embossment which, when the lever is drawn, catches with the square part of spindle 57, thereby keeping said spindle, and consequently the choke, motionless, or with only such motion as may be required. For slow speed there is a regulating screw 46 placed in part 47' and operating on butterflyefi.

The better mixed and more compact fuel mixtureiprovided by this carburetor gives greater power to'the engine, because such a gas mixture is totally burnt in the cylinder explosion chamber, differently from what now happens withthe carburation systems in use, which allow a considerable portion of the fuel mixture to be burnt when it is in the exhaust pipe on its way out, or not to be burnt at all. This results, of course, in a great saving of fuel and ma more rapid and eflicient acceleration of the motor, inasmuch as the explosion is much more complete and fulminant.

One of the most important advantages of my carburetor is that it may be adapted to a great number, if not all, of the most generally used internal combustion engines, without need of special arrangements, but simply of slight adjustments to suit the various types of engines. It may be adapted even to engines where the feeding of the fuel is from below upwards, just as well as to engines where such feeding is in the opposite direction, or from 'above downwards.. This feature is secured by constructing the carburetor in two separate pieces or units, namely, those marked H and I in Fig. 1, part H comprising the acceleration throttle and part I comprising the diaphragm, the air intake regulating choke'and the governng device of said choke, and by providing a special ring or clamp 17 (see Fig. 6) to join firmly together those two parts or units. As shown the split ring or clamp 17 is secured togeiher in any desired manner, as by means of thread ed bolts 18. As the section of such clamp is atan angle, correspond ng to the seat thereof in the body of the carburetor, the tighter it is, the more rigidly the two parts H and I are joined, a gasket being further provided at the joint to assure complete adherence. In this way, it is possible to assemble the carburetor, at will, with portions H and I either in the position shown in the drawing or in the inverted position, depending on whether the feeding of fuel efiectedfrom above or from below.

The foregoing description is in no way intended to limit the construction of my invention exactly to the form shown, but is given only as a preferred example, the distinctive wings of such butterfly having a number of irregularly placed holes, and said butterfly rotating together with the spindle.

2. A carburetor in which the level of the liquid fuel within the float chamber may be regulated at will while the engine is in mo tion, comprising a float chamber, having a fuel intake, a bolt passing through the body of the float, a valve at the fuel intake, a lever for opening ahd closing said valve, and in turn, actuated by said bolt, a manually adjustable nut threaded on said bolt at the top of the float and having a plurality of embossments on the surface thereof adjacent the float, notches on the top of the float with which the said embossments are" adapted to engage, and a spring engaging the under side of said float for urging it into engagement with the-nut;

3. A'carburetor in which the level of the liquid fuel within the float chamber may be regulated at will while the engine is in motion, comprising a float chamber having a fuel intake, a valve in said fuel intake, a float in said chamber, a lever for operating said valve, the said float having an opening of substantially oval section extending vertically therethrough, a bolt of complementary section extending therethrough for actuating said lever, a nut threaded on said bolt at the top of the float for, adjusting the position of said bolt, the said nut and the said float having complementary notches and embossments thereon, and a spring engaging the underside I of said float for urging it into engagement with the nut., v r r 4. In a carburetor, a butterfly valve, comprising a substantially spherical valve chamber, a shaft extending substantially longi tudinally across said chamber, anti-friction bearings in which said shaft is mounted, said shaft having a longitudinal bore extending part way along its length, and a. plurality of substantially plane wings or blades extending radially and symmetrically from said shaft, the said blades being substantially semi-circular in shape, and being-joined at their bases longitudinally along the said shaft, and extending substantially across said chamber, the said shaft having a plurality of radially extending bores, arranged one between each adjacent pair of blades, and

communicating with said longitudinally extending bore. 2

5. A carburetor, comprising a substantially vertically dlsposed air passage, said air passage being defined by a plurality of elements, the central element comprising a mixing chamber having a mixing butterfly therein, together with a fuel inlet, the others of said elements comprising a throttle valve portion and a choke valve portion, the said last-mentioned elements belng interchangeable to adapt the carburetor for either downward or upward flow of air, and means for releasably securing said elements together the said elements, adjacent their points 0 joining, having-annular grooves cut therein, the said last-mentioned means comprising rings having a section substantially that of a truncated cone, the truncated edge of which is cut into the shape of a vV, whereby the edges of the truncated portion fit into the said grooves and clamp the elements together, screws being provided to secure the rings in their clamped osition.

In testimony whereo I have signed my name to this specification.

VICENTE BURAGLIA. 

